DE102021201451A1 - DOUBLE ELEMENT ENGINE GAS VALVE - Google Patents

Abstract

An engine gas valve with a valve housing distributor with at least one flow channel and an annular coupling body arranged within the valve housing distributor. A drive shaft is arranged such that at least a portion of the drive shaft is positioned concentrically within the coupling body. A first valve element is mounted on the drive shaft to rotate with the drive shaft within the at least one flow channel, and a second valve element is mounted on the coupling body within the at least one flow channel. An actuator is coupled to the drive shaft to move the drive shaft between a first state in which the first and second valve elements are closed, a second state in which the first valve element is open and the second valve element is closed, and a third state in which the first and second valve elements are open to pivot.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

Not applicable.

INFORMATION ABOUT FEDERALLY SPONSORED RESEARCH AND DEVELOPMENT

Not applicable.

FIELD OF REVELATION

This disclosure relates generally to work vehicles, and more particularly to engine gas valves that are incorporated into work vehicle propulsion systems and methods.

BACKGROUND OF THE REVELATION

Heavy work vehicles, such as those used in construction, agriculture, and forestry, typically include an internal combustion engine drive system in the form of a compression ignition (i.e., diesel) or spark ignition (i.e., gasoline) engine. For many heavy work vehicles, the drive system includes a diesel engine, which can have higher capacities for towing and tearing down or torque properties for associated work processes. Typically, some of the exhaust gases may be directed back into the engine in an exhaust gas recirculation arrangement, while the remaining exhaust gases are directed into an exhaust treatment system and out of the vehicle. Various valves are used to distribute various stages of gas in, out of, and through the engine and associated systems.

SUMMARY OF THE DISCLOSURE

The disclosure provides one or more dual element engine gas valves for a drive system of a work vehicle.

In one aspect, the disclosure provides an engine gas valve having a valve housing manifold having at least one flow channel defined by a channel wall and an annular coupling body disposed at least partially within the valve housing manifold. The clutch body has an inner peripheral surface with at least a first clutch gear and a second clutch gear, which extend radially from the inner peripheral surface. The engine gas valve further includes a drive shaft that is at least partially disposed within the valve housing manifold so that at least a portion of the Drive shaft is positioned concentrically within the coupling body. The drive shaft includes at least one drive gear positioned within the clutch body between the first clutch gear and the second clutch gear. The engine gas valve further includes a first valve element that is mounted on the drive shaft to rotate with the drive shaft within the at least one flow channel, and a second valve element that is mounted on the coupling body to rotate with the coupling body within the at least one flow channel to turn. The engine gas valve further includes an actuator coupled to the drive shaft to move the drive shaft between at least a first state in which the first valve element and the second valve element are closed, a second state in which the first valve element is open and the second valve element is closed and a third state in which the first valve element and the second valve element are open. In the first state, the drive shaft is positioned such that the at least one drive gear rests on the first clutch gear. In the second state, the drive shaft is positioned such that the at least one drive gear is separated from the first clutch gear of the clutch body and is located in the circumferential direction between the first clutch gear and the second clutch gear of the clutch body. In the third state, the drive shaft is positioned in such a way that the at least one drive gear rests against the second clutch gear and drives it in order to pivot the clutch body.

In another aspect, the disclosure provides a propulsion system having an engine configured to receive and burn intake gas to generate energy, thereby generating exhaust gas; an intake device configured to supply fresh intake gas as at least a first portion of the intake gas into the engine; an exhaust gas recirculation (EGR) system fluidly coupled to direct a first portion of the exhaust gas back into the engine as at least a second portion of the intake gas; and an engine gas valve fluidly coupled to modulate exhaust gas from the engine. The engine gas valve comprises a valve housing manifold with at least one flow channel which is defined by a channel wall, and an annular coupling body which is arranged at least partially within the valve housing manifold. The clutch body has an inner peripheral surface with at least a first clutch gear and a second clutch gear, which extend radially from the inner peripheral surface. The engine gas valve includes a drive shaft disposed at least partially within the valve housing manifold such that at least a portion of the drive shaft is positioned concentrically within the coupling body. The drive shaft includes at least one drive gear positioned within the clutch body between the first clutch gear and the second clutch gear. The engine gas valve includes a first valve element that is mounted on the drive shaft to rotate with the drive shaft within the at least one flow channel, and a second valve element that is mounted on the coupling body to rotate with the coupling body within the at least one flow channel turn. The engine gas valve includes an actuator coupled to the drive shaft to move the drive shaft between at least a first state in which the first valve element and the second valve element are closed, a second state in which the first valve element is open and the second valve element is closed and a third state in which the first valve element and the second valve element are open. In the first state, the drive shaft is positioned such that the at least one drive gear rests on the first clutch gear. In the second state, the drive shaft is positioned such that the at least one drive gear is separated from the first clutch gear of the clutch body and is located in the circumferential direction between the first clutch gear and the second clutch gear of the clutch body. In the third state, the drive shaft is positioned such that the at least one drive gear rests against the second clutch gear and drives it in order to pivot the clutch body.

The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other properties and advantages will be apparent from the description and the drawings as well as from the claims.

Figure list

• 1 Figure 4 is a side view of an exemplary work vehicle in the form of a tractor that may utilize a propulsion system having one or more dual element engine gas valves in accordance with this disclosure;
• 2 is a simplified schematic representation of a drive system according to an embodiment;
• 3 FIG. 14 is an isometric view of a dual element engine gas valve in the form of an EGR manifold valve of the propulsion system of FIG 2 according to an exemplary embodiment;
• 4th FIG. 4 is a cross-sectional view of the EGR manifold valve through line 4-4 of FIG 3 according to an exemplary embodiment;
• 5A , 5B , 5C and 5D FIG. 5 is cross-sectional views of the EGR distribution valve through line 5-5 and line 5'-5 'of FIG 3 in different positions according to an exemplary embodiment;
• 6A , 6B , 6C and 6D FIG. 6 is cross-sectional views of the EGR manifold valve through line 6-6 of FIG 3 in different positions according to an exemplary embodiment;
• 7th FIG. 13 is an isometric view of a dual element engine gas valve in the form of an engine gas throttle of the propulsion system of FIG 2 according to an exemplary embodiment;
• 8th FIG. 8 is a cross-sectional view of the engine gas throttle through line 8-8 of FIG 7th according to an exemplary embodiment;
• 9A , 9B and 9C FIG. 9 is cross-sectional views of the engine gas throttle through line 9-9 of FIG 7th in different positions according to an exemplary embodiment; and
• 10A , 10B and 10C FIG. 10 is cross-sectional views of the engine gas throttle valve through line 10-10 of FIG 7th in different positions according to an exemplary embodiment;

The same reference symbols in the different drawings indicate the same elements.

DETAILED DESCRIPTION

One or more exemplary embodiments of the disclosed dual element engine gas valves and the associated drive system and method are described below, as illustrated in the accompanying figures of the drawings briefly described above. Various modifications to the exemplary embodiments can be envisaged by those skilled in the art.

As used herein, lists containing items separated by conjunctive expressions (e.g., “and”) and preceded by “one or more of” or “at least one of” denote configurations or arrangements that may contain individual elements of the list or a combination thereof. For example, “at least one of A, B and C” or “one or more of A, B and C” shows the possibilities of just A, only B, only C, or any combination of two or more of A, B and C (e.g. A and B; B and C; A and C; or A, B, and C).

In addition, in the detailing of the disclosure, direction and alignment terms such as “downstream”, “upstream”, “upstream”, “downstream”, “longitudinal”, “radial”, “axial”, “circumferential”, “laterally” and "Across", can be used. Such terms are at least partially defined in relation to annular channels, shafts or components and / or the exhaust gas flow direction. As used herein, the term "longitudinal" indicates an orientation along the length of the article element; the term "lateral" indicates an orientation along a width of the device and orthogonal to the longitudinal orientation; and the term "transverse" indicates an orientation along the height of the device and orthogonal to the longitudinal and lateral orientations.

As noted, work vehicles can incorporate diesel engine propulsion systems to produce torque in a variety of applications such as long-haul trucks, tractors, agricultural or construction vehicles, open pit equipment, non-electric locomotives, stationary power generators, and the like. Diesel engines produce exhaust gases during the combustion process. Some of the exhaust gas may be directed back into the engine in an exhaust gas recirculation (EGR) device, while the remaining exhaust gas may be directed into an exhaust treatment system and out of the vehicle. In some examples, the EGR arrangement serves to reduce nitrogen oxide (NOx) emissions by lowering the oxygen concentration in the combustion chamber as well as by absorbing heat. The exhaust treatment system is used to remove particulates, nitrogen oxides (NOx) and other types of pollutants. These systems make it easier to meet increasingly stringent emissions standards and ensure operational improvements.

As described herein, the propulsion system may include one or more dual element engine gas valves that control or modulate various gas flows through the engine and associated systems. In one embodiment, the dual element gas valve may include dual valve elements that modulate gas flow through single and separate paths, such as an EGR manifold valve that selectively modulates gas flow through a primary or cooler gas passage and through a bypass gas passage. In another embodiment, the dual element gas valve may include dual valve elements that modulate gas flow through a single path, such as a gas throttle valve that selectively modulates gas flow through an exhaust duct, e.g. B. with a smaller valve element that allows a smaller amount of gas flow, and with a larger valve element that allows a larger amount of gas flow. Such embodiments with double valve elements can be implemented with a single actuator.

The following describes one or more exemplary implementations of the disclosed systems and methods for improving the propulsion system, in particular aspects of handling the exhaust and other gas flows from propulsion systems compared to conventional systems. The discussion contained herein may sometimes focus on the exemplary application of the drive system in a tractor, but the disclosed drive system is applicable to other types of work vehicles and / or other types of engine systems.

With reference to 1 In some embodiments, the disclosed dual element gas valves and associated propulsion systems and methods may be used with a work vehicle 100 be used. As shown, it can be assumed that the work vehicle 100 a main frame or a chassis 102 , a drive assembly 104 , an operator platform or cabin 106 and a drive system 108 contains. Typically the drive system includes 108 an internal combustion engine that powers the work vehicle 100 via the drive assembly 104 based on commands from an operator in the cab 106 is used.

As described below, the drive system 108 Include systems and components to facilitate various aspects of operation. For example, the drive system 108 an engine, an intake device to direct air into the engine, a turbocharger to improve efficiency and / or performance, an exhaust gas recirculation (EGR) system that directs some of the engine's exhaust gases back into the engine, and an exhaust gas treatment system that serves to reduce pollutants before the engine exhaust gases are emitted into the atmosphere.

As also described below, the drive system 108 Include one or more valves and other controls to control the flow of gas through the propulsion system 108 to distribute, direct and / or control based on signals from a controller 110 work that are generated automatically and / or on the basis of commands from an operator. Such valves include one or more EGR manifold valves and / or one or more throttle valves, as described in more detail below.

The work vehicle 100 also includes the controller 110 (or more controls) to control one or more aspects of the operation of the work vehicle 100 to control and in some Embodiments the implementation of the drive system 108 to facilitate, e.g. B. the operation of the various valves and other controls. The control 110 can be viewed as vehicle control and / or drive system control or understeer. In one example, the controller can 110 be implemented with a processing architecture such as a processor and memory. For example, the processor can implement the functions described herein based on programs, instructions, and data stored in memory.

Thus, the controller can 110 configured as one or more computing devices with associated processors and memory architectures, as hard-wired computing circuit (or circuits), as a programmable circuit, as a hydraulic, electrical or electro-hydraulic controller, or otherwise. The control 110 can be configured to perform various computing and control functions related to the work vehicle 100 (or other machines). In some embodiments, the controller may 110 be configured to receive input signals in various formats (e.g., hydraulic signals, voltage signals, current signals, etc.) and output command signals in various formats (e.g., hydraulic signals, current signals, mechanical movements, etc.). The control 110 can be in electronic, hydraulic, mechanical or other communication with various other systems or devices of the work vehicle 100 (or other machines). For example, the controller 110 in electronic or hydraulic communication with various actuators, sensors and other devices inside (or outside) the work vehicle 100 including all devices described below. In some embodiments, the controller may 110 be configured to receive input commands from an operator via a human-vehicle operator interface, interaction and communication between the operator, the work vehicle 100 and the drive system 108 allows to receive and to interface with it.

The work vehicle 100 also includes various sensors that are used to provide information about the work vehicle 100 to collect. Such information can be provided by the controller 110 for evaluation and / or consideration for the operation of the drive system 108 to be provided. As examples, the sensors may include operational sensors associated with the vehicle systems and components discussed above, including engine and transmission sensors, fuel sensors, and battery sensors. In one example, the sensors can be one or more temperature or pressure sensors associated with the engine of the propulsion system 108 as detailed below.

As presented above, the propulsion system includes 108 an engine and related systems that use various types of gas flow. Additional information related to the drive system 108 , in particular the valves and other controls that control gas flows are discussed below with reference to FIG 2-10 provided. Although not shown or described in detail here, the work vehicle 100 Include any number of additional or alternative systems, subsystems, and elements.

With reference to 2 is a schematic representation of the propulsion system 108 to provide power for the work vehicle 100 the end 1 although the features described herein may be applicable to a variety of machines, such as long-haul trucks, construction vehicles, watercraft, stationary generators, automobiles, agricultural vehicles, and recreational vehicles.

As presented above, the propulsion system includes 108 an engine 120 configured to generate power for propulsion and various other systems. In general, the engine can 120 Any type of internal combustion engine that receives and burns intake gas to generate energy and produce an exhaust gas, such as a gasoline engine, diesel engine, gaseous fuel (e.g., natural gas) internal combustion engine, or any other exhaust-generating engine. As an example is the motor described below 120 a diesel engine. The motor 120 can be any size with any number or configuration of cylinders 142 within an engine block 144 exhibit. In addition to those discussed below, the engine 120 include any suitable feature such as fuel systems, air systems, cooling systems, peripherals, powertrain components, sensors, etc.

In general, it can be assumed that the drive system 108 and / or the engine 120 a suction device 122 include fresh or ambient air through an inlet 124 in the drive system 108 as fresh intake gas. As shown, the suction device 122 a turbocharger 126 or otherwise interact with it. In one embodiment, the turbocharger includes 126 a compressor 128 going over a wave 132 to a turbine 130 is coupled. Regarding the suction device 122 directs an engine intake line 134 the fresh intake gas through the compressor 128 of the turbocharger 126 to be compressed, increasing the amount of air that subsequently enters the engine 120 is pressed to improve engine efficiency and power output. The compressor 128 can be a fixed geometry compressor, a variable geometry compressor, a turbocharger, an eCompressor, an eTurbo, or any other type of compressor. Although not shown, the drive system 108 also have a second turbocharger.

The suction device 122 can also have a charge cooler 136 include that of the compressor 128 downstream along the engine intake line 134 is arranged to reduce the temperature of the compressed fresh intake gas. Downstream of the charge cooler 136 is the engine intake line 134 fluidically with an intake manifold 140 coupled, which takes in the fresh intake gas. As described below, the intake manifold 140 also absorb part of the engine exhaust as recirculated gas. In some examples, the intake manifold 140 the fresh intake gas and recirculated gas mix and distribute, while in other examples the fresh intake gas and recirculated gas in an EGR mixer (not shown) prior to entering the intake manifold 140 can be mixed. In either case, the intake manifold distributes 140 the fresh intake gas and / or the recirculated gas (generally intake gas) into the cylinders 142 of the engine block 144 . Typically, the intake gas is mixed with fuel and ignited, so that the resulting products of combustion are the mechanical output of the engine 120 drive.

The exhaust gases generated from the combustion process are passed through an exhaust manifold 146 recorded. A first part of the exhaust gases is through a first exhaust pipe 148 into an EGR system 150 passed as recycled gas. As described in more detail below, the flow of recirculated gas is passed through the EGR system 150 at least partially via an EGR distributor valve 152 controlled, that with each of a first EGR line 154 and a second EGR line 156 is fluidically coupled. In one example, the EGR manifold valve spans 152 the lines 154 , 156 and includes dual valve elements so that the commanded state of the EGR manifold valve 152 the flow rate through each of the first EGR line 154 and the second EGR line 156 certainly. In fact, and as described in more detail below, the lines 154 , 156 in combination with the EGR distributor valve 152 two potential paths ready for the recirculated exhaust gas to a downstream third EGR line 160 to direct.

In this embodiment is an EGR cooler 158 along the first EGR line 154 positioned to cool the portion of the recirculated gas that passes through the first EGR line 154 while the recirculated gas flows through the second EGR line 156 flows, the EGR cooler 158 bypasses. Thus, the first EGR line 154 Considered the primary (or cooler) EGR line, in which cooled gas recirculated through the EGR cooler 158 flows, and the second EGR line 156 can be viewed as a bypass EGR line through which uncooled or bypassed recirculated gas flows. In this way, the recirculated gas can be cooled by passing it through the EGR manifold valve 152 through the primary EGR line 154 and the EGR cooler 158 or it can be the EGR cooler 158 bypass it by passing it through the EGR manifold valve 152 through the bypass EGR line 156 is directed. Although the EGR distribution valve 152 than the EGR cooler 158 is shown arranged downstream, the EGR distributor valve 152 in other examples the EGR cooler 158 be arranged upstream.

The EGR cooler 158 may be any suitable device configured to monitor the temperature of the recirculated gas passing through the primary EGR line 154 flows to lower. Generally, the EGR cooler includes 158 one or more recirculated gas channels and one or more coolant channels arranged so that heat can be transferred from the recirculated gas to the coolant. The coolant can be provided by a cooling circuit and can be, for example, a mixture of ethylene glycol and water, although other fluids can be used including water.

Generally, during normal operation, the recirculated gas is passed through the primary EGR line 154 and the EGR cooler 158 passed to the temperature of the recirculated gas before entering the engine 120 to reduce. However, the coolant is relatively cold during initial operation and the passage of the recirculated gas through the EGR cooler 158 having coolant that is too cold can result in undesirable gas flow properties, including fouling the EGR cooler 158 . Thus, during certain conditions it is advantageous to use the EGR cooler 158 bypassing the recirculated gas through the bypass EGR line 156 instead of the primary EGR line 154 is passed, thereby recirculating the gas, while the EGR cooler 158 is avoided. This enables the EGR system to operate 150 , while the coolant warms, which offers a number of benefits including improved cleaning of white smoke during cranking; decreased NOx output if the components of the exhaust treatment system (e.g., the SCR) are still warming; and a reduced time for the engine and exhaust treatment system to warm up. After the coolant is sufficiently warm, the EGR Distribution valve 152 operated to divert the flow of recycled gas through the primary EGR line 154 initiate.

Thus, the EGR distributor valve 152 through the controller 110 operated to the recirculated gas through or around the EGR cooler 158 appropriately controlled based on conditions such as coolant temperature. Accordingly, it can be assumed that the EGR distributor valve 152 has at least three states, and in some cases four states, including: (1) a first state in which first and second valve elements serve to control the primary EGR line 154 and the bypass EGR line 156 close; (2) a second state in which the first valve element is the primary EGR line 154 closes while the second valve element is positioned to the bypass EGR line 156 at least partially open; (3) a third state in which the first and second valve elements serve to the primary EGR passage 154 and the bypass EGR line 156 at least partially open; and optionally (4) a fourth state in which the first valve element is positioned around the primary EGR line 154 to open, and the second valve element is positioned to bypass the EGR line 156 close. In addition to these conditions, the EGR manifold valve 152 be commanded to occupy intermediate positions between states in order to keep the current flowing through the lines 154 , 156 to modulate more precisely. More information regarding the EGR distribution valve 152 are provided below.

As noted above, the primary and bypass EGR lines are 154 , 156 in a downstream direction fluidically to the third EGR line 160 coupled that receives the cooled recirculated gas, the bypass recirculated gas, or a combination of the cooled recirculated gas and the bypass recirculated gas (e.g., based on the state of the EGR manifold valve 152 that air through the pipes 154 , 156 directs). The third EGR line 160 is fluidly coupled to the recirculated gas in the intake manifold 140 to conduct, in which, as presented above, the combination of the fresh intake gas and the recirculated gas into the engine cylinders 142 is directed.

As noted above, only a portion of the exhaust is from the exhaust manifold 146 through the EGR system 150 directed. The second part of the exhaust is from the exhaust manifold 146 through a second exhaust pipe 170 directed. The turbine 130 of the turbocharger 126 may be within the path of the second exhaust pipe 170 be positioned so that the second portion of the exhaust gas passes through the second exhaust pipe 170 the turbine 130 turns to the compressor 128 to drive as presented above.

The amount and type of exhaust gases through the second exhaust pipe 170 can through an exhaust throttle 172 controlled within or on the second exhaust pipe 170 is arranged. In the example shown is the exhaust throttle 172 the turbine 130 arranged downstream. The exhaust throttle 172 can with double valve elements through the control 110 Different states or positions are commanded to stop the flow of exhaust gas through the pipe 170 to control. Further information regarding the exhaust throttle valve 172 are provided below.

The exhaust gases can pass through the exhaust throttle valve 172 to an exhaust gas treatment system 174 stream. Other embodiments may not have an exhaust treatment system 174 on. In general, the exhaust gas treatment system is used 174 to treat exhaust gases flowing through. Although not described in detail, the exhaust treatment system 174 contain various components to reduce unwanted emissions. As an example, the exhaust gas treatment system 174 include an intake pipe, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a selective catalytic reduction (SCR) system, and an exhaust pipe. The DOC of the exhaust treatment system 174 may be configured in various ways and contain catalyst materials useful for collecting, absorbing, adsorbing, reducing and / or converting hydrocarbons, carbon monoxide and / or nitrogen oxides (NOx) contained in exhaust gas. The exhaust treatment system DPF 174 can be any of the various particulate filters known in the art and configured to reduce particulate concentrations, e.g. B. Soot and ash to reduce in the exhaust gas. The SCR system of the exhaust treatment system 174 serves to reduce the amount of NOx in the exhaust stream, such as by selectively injecting a reductant into the exhaust stream that, when mixed with the exhaust gas, evaporates and decomposes or hydrolyzes to produce ammonia, which is mixed with NOx to reduce into less harmful emissions reacted. After treatment by the exhaust gas treatment system 174 the exhaust gases are emitted into the atmosphere through an exhaust pipe.

As presented above, aspects of the propulsion system 108 through one or more valves, including the EGR manifold valve 152 and the throttle 172 , with several valve elements that regulate the gas flow through the engine 120 and associated systems advantageously modulate and control. The view of 3 Figure 3 is an isometric view of the EGR distribution valve 152 from the propulsion system 108 removed and the view of 4th is a cross-sectional view of the EGR Distribution valve 152 by the line 4-4 of 3 . It is additionally based on 2 referred to in the following discussion.

Generally the EGR manifold valve 152 through a valve housing manifold 180 formed defining one or more gas flow channels. In one example, the valve body forms a manifold 180 a primary EGR channel 182 passing through primary EGR duct walls 184 is defined, and a bypass channel 186 passing through bypass duct walls 188 is defined. The primary EGR channel is actually in place 182 in fluid communication with (and / or otherwise forms a) portion of the primary EGR line 154 to control the flow of recirculated gas through the primary EGR line 154 to modulate, and the bypass EGR passage 186 is in fluid communication with (and / or otherwise forms a) portion of the bypass EGR line 156 to flow the recirculated gas through the bypass EGR line 156 to modulate. In addition to the channels 182 , 186 forms the valve housing distributor 180 a number of bearing housings 190 , 192 , 194 and an actuator housing 196 , which is an actuation chamber 198 which are all described in more detail below.

The EGR distributor valve 152 also includes an actuator 200 that is inside or on the valve body manifold 180 is mounted. The actuator 200 is configured to be a drive device 202 engage and power as further discussed below. The actuator 200 is controlled by signals from the controller 110 ( 2 ) controlled (e.g. energized, de-energized, commanded) to the EGR manifold valve 152 into a certain state and / or set of positions. Any suitable type of actuator 200 may be provided, including pneumatically, hydraulically, or electronically with any suitable type of linkage, gears, or other mechanism for transferring power to rotary motion in response to signals received from the controller (e.g., controller 110 the end 1 ). In various examples, the actuator 200 a direct drive direct current motor with gear train, a brushless actuator with gear train and linkage, a direct current motor with gear train and linkage and a brushless direct drive actuator with gear train, which gear trains can be in the form of two or three gears or a planetary gear system.

In one example, it can be considered that the drive device 202 a drive shaft 204 includes whose first end to the actuator 200 is coupled and different from the actuation chamber 198 through the bearing housing 190 , through the primary EGR duct 182 , through the bearing housing 192 , through the bypass EGR duct 186 extends and on the bearing housing 194 ends. As shown is the driveshaft 204 perpendicular to the directions of flow through the primary and bypass EGR ducts 182 , 186 arranged. A valve element of the flap or butterfly type 206 (generally the bypass valve element 206 ) is on the drive shaft 204 within the bypass EGR duct 186 arranged to bypass the flow of diverted recirculated exhaust gases through the EGR duct 186 based on the rotational position of the drive shaft 204 to block, prevent or enable, as explained in more detail below. The bypass EGR duct 182 may be circular or semicircular in cross section and generally cylindrical along a length, and the bypass EGR valve element 206 can have a complementary shape to the bypass EGR passage 182 have so that the bypass valve element 206 in a starting position a gas flow through the channel 182 blocked or prevented, and can be pivoted to other positions leaving a gap between the bypass EGR element 206 and the canal wall 184 generate so that gas passes through the duct 182 can flow.

The drive device 202 also includes a drive gear (or cam) 208 that is on the drive shaft 204 inside the actuation chamber 198 is mounted and the interaction of the drive device 202 with other actuators, as discussed in more detail.

Additionally includes the drive device 202 a return spring 210 that are inside the actuation chamber 198 is arranged, wherein a first end of the return spring 210 with the drive shaft 204 is coupled and a second end to the valve housing manifold 180 (or another stationary element) is coupled.

As described in more detail below, the actuator 200 be controlled to the drive shaft 204 drive from a starting position in at least a first direction to drive the drive gear 208 and the bypass valve element 206 to reposition, reducing the return spring 210 is biased, and upon release of the force from the actuator 200 forces the return spring 210 the drive shaft 204 in the second direction, including back to the starting position.

The EGR distributor valve 152 further includes a coupling device 218 with a coupling body 220 . The coupling body 220 has a first end that is within the actuation chamber 198 is arranged and extends through the first bearing housing 190 , through the primary EGR duct 182 and ends with a second end that is in the second bearing housing 192 is arranged. As described in more detail below, the Coupling body 220 generally hollow with an inner peripheral surface that defines at least a portion of the drive shaft 204 surrounds. A valve element of the flap or butterfly type 222 (generally the primary valve element 222 ) is on the coupling body 220 within the primary EGR channel 182 assembled. The primary EGR channel 182 may be circular or semicircular in cross section and generally cylindrical along a length, and the primary valve element 222 can have a complementary shape to the primary EGR duct 182 have so that the primary valve element 222 in a starting position a gas flow through the channel 182 blocked or prevented, and can be pivoted to other positions leaving a gap between the primary valve element 222 and the canal wall 184 generate so that gas passes through the duct 182 can flow.

As also discussed in more detail below, the coupling device includes 218 a first clutch gear 224 and a second clutch gear 226 ( 6A-6D ) on an inner peripheral surface within the coupling body 220 in the actuation chamber 198 are arranged in position to match the drive gear 208 the drive device 202 to work together. A return spring 232 can be inside the actuation chamber 198 be arranged, with a first end connected to the coupling body 220 is coupled and a second end to the housing distributor 180 is coupled. Although in 4th not shown, includes the coupling device 218 also a clutch stop 228 ( 6A-6D ) on an outer circumference of the drive shaft 204 that with a housing stop 230 ( 6A-6D ) interacts. As described in more detail below, the coupling body 220 from the actuator 200 via the drive shaft 204 driven from an initial position in at least a first direction to the primary valve element 222 to reposition, reducing the return spring 232 is biased; and upon release of the force from the actuator 200 presses the clutch return spring 232 the coupling body 220 in the second direction, including back to the starting position.

The EGR distributor valve 152 includes warehouse 242 , 244 , 246 , 248 inside the valve body manifold 180 are arranged to the drive device 202 and the coupling device 218 to support. Camps 242 , 244 , 246 , 248 can take any suitable form such as ball bearings or bushings. In particular, first coupling device bearings are 242 inside the first bearing housing 190 and the second coupling device bearings 244 within the second bearing housing 192 arranged. The first and second coupler bearings 242 , 244 support the coupling body 220 on both sides of the primary EGR duct 182 . In addition, there are first drive device bearings 246 within the second bearing housing 192 and the second drive device bearings 248 inside the third bearing housing 194 arranged. The first and second drive device bearings 246 , 248 carry the drive shaft 204 on both sides of the bypass EGR duct 186 .

To the channels 182 , 186 to seal includes the EGR distribution valve 152 also various seals 250 , 252 , 254 , 256 , which in this example are disk-like seals that support the respective shaft 204 and the body 220 surround. In one example, the first EGR passage seal is 250 inside the first bearing housing 190 on the coupling body 220 arranged and the second EGR duct seal 252 is within the second bearing housing 192 on the coupling body 220 arranged. The first and second EGR passage seals 250 , 252 serve to the primary EGR channel 182 to seal, for. B. to prevent or mitigate that recirculated exhaust gases from the primary EGR duct 182 into the actuation chamber 198 or via the second bearing housing 192 into the bypass EGR duct 186 lick. In addition, there is the first bypass channel seal 254 within the second bearing housing 192 on the drive shaft 204 arranged and the second bypass channel seal 256 is within the third bearing housing 194 on the drive shaft 204 arranged. The first and second bypass duct seals 254 , 256 serve to bypass the EGR duct 186 to seal, for. B. to prevent or mitigate that recirculated exhaust gases from the bypass EGR channel 186 via the second bearing housing 192 into the primary EGR duct 182 or from the EGR distributor valve 152 step out. In some examples, the seals 250 , 252 , 254 , 256 have other shapes such as labyrinth seals.

In addition to those shown, any configurations of bearings, seals, piston rings, and other valve components can be provided. For example, alternative or additional bearings can be used between the coupling device 218 and the drive shaft 204 inside or near the actuation chamber 198 be arranged. Further piston rings and / or bushings can be replaced and / or supplemented by channel seals and / or bearings and vice versa. The location of such components can vary from the location of the EGR manifold valve 152 relative to the EGR cooler 158 (e.g. hot side or cold side).

In some examples, one or more coolant channels 260 inside the EGR distribution valve 152 be arranged, in particular within the valve housing distributor 180 of the EGR distributor valve 152 . In the example shown are Coolant channels 260 in the valve housing manifold 180 near the bypass EGR duct 186 provided to the EGR manifold valve 152 keep at an acceptable temperature.

As will now be described in greater detail, the EGR manifold valve operates 152 between states in a sequence to determine the flows of recirculated exhaust gases through the primary EGR duct 182 and through the bypass EGR duct 186 with the single actuator 200 to modulate. In particular, drives the actuator 200 the drive device 202 to the bypass valve element 206 reposition and movement of the drive device 202 works to the coupling device 218 drive to the primary valve element 222 to reposition. The arrangement of the EGR distribution valve 152 enables partially independent operation of the drive device 202 and a corresponding modulation of the bypass valve element 206 relative to the primary valve element 222 , while further a delayed modulation with respect to the initial positions of the primary valve element 222 relative to the bypass valve element 206 is made possible. As a result, the bypass valve element 206 from the initial closed position can be partially opened while the closed position of the primary valve element 222 is maintained, and at a predetermined position of the bypass valve element 206 work the bypass valve element 206 and the primary valve element 222 together with the opening of the primary valve element 222 to begin with, leading to the opening of both items 206 , 222 leads. In some examples, the EGR manifold valve 152 be configured to allow continued movement of the bypass valve element 206 in the first direction to close the bypass EGR passage 186 leads while the drive device 202 and the coupling device 218 the open position of the primary valve element 222 maintained. After removing the force of the actuator 200 from the drive device 202 tension the return springs 210 , 232 the drive device 202 and the coupling device 218 back in the second direction to the starting positions, so that the bypass valve element 206 and the primary valve element 222 the channels 182 , 186 close each time.

The operation of the EGR distribution valve 152 is through the views of the 5A-5D and 6A-6D shown in the different states. The views of the 5A-5D are cross-sectional views of the bypass EGR passage 186 (dashed lines) pointing to the primary EGR duct 182 are superimposed (solid lines) to indicate different relative positions of the bypass valve element 206 (dashed lines) and the primary valve element 222 (solid lines). In fact, the views are the same as 5A-5D of the cross-sectional view through line 5-5 in 3 referring to the cross-sectional view through line 5'-5 'in 3 are superimposed. The views of the 6A-6D are cross-sectional views through line 6-6 of FIG 3 to aspects of the propulsion device 202 and the coupling device 218 represent the respective positions of the elements 206 , 222 the end 5A-5D correspond. The views of the 6A-6D show in particular the drive shaft 204 and the drive gear 208 that are inside the coupling body 220 relative to the first and second clutch gears 224 , 226 are arranged, as well as the coupling stop 228 relative to the housing stop 230 .

As noted above, the EGR manifold valve 152 Commanded into one or more states to stop the gas flows through the primary EGR passage 182 (and thus through the primary EGR line 154 ) and the bypass EGR duct 186 (and thus the bypass EGR line 156 ) to control. As described in more detail below, the views correspond to FIG 5A and 6A generally the first state; the views of the 5B and 6B generally correspond to the second state; the views of the 5C and 6C generally correspond to the third state; and the views of the 5D and 6D generally correspond to the fourth state.

Referring first to the 5A and 6A , which represent the first state, have the drive device 202 and the coupling device 218 initial or closed positions in which the primary valve element 222 the primary EGR channel 182 closes and the bypass valve element 206 the bypass EGR duct 186 closes. Any of the starting positions of the valve elements 206 , 222 from 5A can be viewed as an angle of 0 °.

In the first state, the actuator is exercising 200 no torque on the drive device 202 or the coupling device 218 off so the return springs 210 , 232 ( 4th ) the devices 202 , 218 hold in the starting positions. In this starting position, as in 5A shown, is the bypass valve element 206 generally on the inner surface of the bypass EGR passage wall 184 of the bypass EGR duct 186 to block or prevent recirculated gas via the bypass valve element 206 through the bypass EGR duct 186 to flow, and the primary valve element 222 generally lies on the inner surface of the primary EGR passage wall 184 of the primary EGR channel 182 to block or prevent the recirculated exhaust gases via the primary valve element 222 through the primary EGR duct 182 to stream. As in 6A shown is the starting position of the drive shaft 204 the drive device 202 so that the drive gear 208 on the first Clutch gear 224 is present. The clutch stop is the same 228 from the housing stop 230 spaced.

Now referring to the 5B and 6B representing the second state becomes the driving device 202 by the actuator 200 driven in a first direction (e.g. clockwise) to bypass the EGR passage 186 partially open by the bypass valve element 206 from the bypass EGR duct wall 188 is pivoted away. The primary EGR channel remains in this state 182 closed, the primary valve element 222 on the primary EGR duct wall 184 is present. For example, the bypass valve element 206 open to about 20 ° while the primary valve element 182 remains closed. This process is also in 6B shown in which the actuator 200 ( 4th ) the drive shaft 204 and the associated drive gear 208 has pivoted in the first direction so that the drive gear 208 from the first clutch gear 224 is separated and the second clutch gear 226 approaching. The special view of 6B represents how the drive gear 208 just starting into the second clutch gear 226 to intervene. When the drive gear 208 is in an intermediate position, between the in 6A and 6B shown drives the drive gear 208 the clutch gears 224 , 226 does not contact or otherwise act with them, so that the drive device 202 the coupling device 218 does not propel or otherwise interact with it. Thus, the bypass valve element 206 Manipulated in these positions to bypass the EGR duct 186 to open while the primary valve element 222 is held to the primary EGR passage 182 close. In other words, defines the circumferential distance between the first and second clutch gears 224 , 226 and the thickness of the drive gear 208 the extent to which the bypass valve element is 206 opens while the primary valve element 222 remains closed. The intermediate positions of the bypass valve element 206 by the positions between the positions of 5A and 5B can be viewed as part of the second state of the EGR distribution valve in which only the bypass EGR passage 186 is open.

Now referring to views of the 5C and 6C in the third state when the actuator 200 ( 4th ) continues (relative to the second state) the drive device 202 Panning in the first direction engages the drive gear 208 on the drive shaft 204 into the second clutch gear 226 on the coupling device 218 one to the coupling device 218 to drive in the first direction. As in the views of the 5C and 6C shown when the coupling device 218 by the drive device 202 is driven, the coupling device pivots 218 in the direction with the drive device 202 so that the bypass valve element 206 and the primary valve element 222 can also be pivoted in the first direction. As in particular in 5C shown, this operation works to the primary valve element 222 to open by the primary valve element 222 from the primary EGR duct wall 188 is pivoted away so that recirculated exhaust gases between the primary valve element 222 and the primary EGR duct wall 188 and through the primary EGR duct 182 can flow.

The bypass valve element remains in this state 206 open minded. In one example, when the bypass valve element 206 from the position in 6B in the position in 6C pivots, the bypass EGR duct wall 188 a curvature 270 have to have a predetermined flow area between the bypass valve element 206 and the bypass EGR duct wall 188 at the curvature 270 provide. In alternative examples, the curvature 270 be omitted, e.g. B. the bypass EGR channel 186 generally constant cross-sectional areas along the longitudinal direction in the vicinity of the bypass valve element 206 exhibit. As an example in the third state is the bypass valve element 206 open to about 10 ° -30 ° and the primary valve element 222 is open to about 10 °.

Now referring to the views of the 5D and 6D in the fourth state, the bypass valve element pivots 206 in the first direction until it reaches a bypass duct wall closure flange 272 that abuts along the curvature 270 on the bypass EGR duct wall 188 is positioned. The bypass duct wall closure flange 272 represents a closing counter element for the bypass valve element 206 ready so that the bypass valve element 206 into the bypass duct wall closure flange 272 intervenes to bypass the EGR passage 186 to close when the bypass EGR passage 186 moved in the first direction. That closes in these positions Bypass valve element 206 the bypass EGR duct 186 and the primary valve element 222 opens the primary EGR channel 182 . In addition, the coupling stop hits 228 when the bypass drive device 202 the coupling device 218 drives in the first direction, at a predetermined position on the housing stop 230 to set a limit for the drive device 202 and the coupling device 218 (and thus the bypass valve element 206 and the primary valve element 222 ) in the first direction.

As noted above, the curvature can 270 and / or the bypass duct wall closure flange 272 be omitted in some examples. In fact, this can lead to the omission of the fourth state. In such examples, the bypass valve element opens 206 the bypass EGR duct 186 to a greater extent and keeps the bypass EGR passage open 186 at when the primary valve element 222 the primary EGR channel 182 opens.

In one example, the drive device is sweeping 202 and the coupling device 218 back to the first state in which the bypass valve element 206 and the primary valve element 222 Pivot in the second direction to bypass the EGR passage 186 and the primary EGR duct 182 to close when the actuator 200 is de-excited by the second, third or fourth state. In particular, if the actuator 200 is de-energized, the force on the drive device 202 removed, which also reduces the force on the coupling device 218 Will get removed. After removing these forces, the return spring tensions 210 the drive device 202 in the second direction to return to the starting position, and the return spring 232 tensions the coupling device 218 in the second direction to the starting position. In some examples, the springs can 210 , 232 can be omitted and the actuator 200 can be energized and / or operated to provide a force for the drive shaft 204 in the second direction to provide to the bypass valve element 206 Pivot in the second direction to bypass the EGR passage 186 to close, making the coupling body 220 driven in the second direction to the primary valve element 222 pivot in the second direction to the primary EGR passage 182 close to the EGR manifold valve 152 to bring to the first state. Indeed, the EGR manifold valve configuration allows 152 the operation of two valve elements 206 , 222 and thus the control of the gas flow through two lines 154 , 156 within a single actuator 200 .

In some examples, the operation of the EGR manifold valve 152 be construed as a process. Before operation, the EGR distribution valve 152 placed in the first state in which primary and bypass valve elements 222 , 206 serve the primary EGR line 154 and the bypass EGR line 156 close. During initial operation, the coolant is relatively cold and the recirculated gases are passed through the EGR cooler 158 with coolant that is too cold can result in undesirable gas flow properties. Thus, the EGR distribution valve 152 placed under these conditions in a second state in which the primary valve element 222 the primary EGR line 154 closes while the second valve element is positioned to the bypass EGR line 156 at least partially open, thereby reducing the EGR cooler 158 is bypassed while the gas is still being recycled. After the coolant is warm enough, the EGR manifold valve 152 be brought into a third state in which the primary and the bypass valve element 222 , 206 serve the primary EGR line 154 at least partially open and the bypass EGR line 156 at least partially open, thereby reducing the flow of recirculated gas through the primary EGR line 154 and the bypass EGR line 156 is initiated. In some embodiments, the EGR manifold valve 152 when the coolant reaches a higher temperature (e.g. during normal operation), can be brought into the fourth state in which the primary valve element 222 is positioned to the primary EGR line 154 to open, and the bypass valve element 206 is positioned to bypass the EGR line 156 close so that all of the recirculated gas passes through the EGR cooler 158 flows.

It is now on 7th Reference is made to an isometric view of the exhaust throttle 172 is that of the propulsion system 108 is removed that the exhaust gas flow through the second exhaust pipe 170 modulated, as well as on 8th showing a cross-sectional view of the exhaust throttle 172 by line 8-8 from 7th is. In one example, the exhaust throttle is 172 through a valve housing manifold 280 formed of an exhaust duct 282 defined by a duct wall 284 is formed. In fact, the exhaust duct is up 282 in fluid communication with (and / or otherwise forms) a portion of the exhaust conduit 170 to modulate the exhaust gas flow. In addition to the channel 282 forms the valve housing distributor 280 one or more bearing housings 286 , 288 and an actuator housing 290 , which is an actuation chamber 292 which are all described in more detail below.

The exhaust throttle 172 also includes an actuator 294 that is in or on the valve body manifold 280 is mounted. The actuator 294 is configured to be a drive device 296 to engage and drive, as explained in more detail below. The actuator 294 is controlled by signals from the controller 110 ( 2 ) controlled (e.g. energized, de-energized, commanded) to the exhaust throttle 172 into a certain state and / or set of positions. Any suitable type of actuator 294 may be provided, including pneumatic, hydraulic, or electronic, with any suitable type of linkage, gears, or other mechanism for transferring power to rotary motion in response to signals received from the controller (e.g., controller 110 from 1 ). In various examples, the actuator 294 a direct drive direct current motor with gear train, a brushless actuator with gear train and linkage, a direct current motor with gear train and linkage, and a direct drive brushless actuator with gear train, the gear trains being in the form of two or three gears or a planetary gear system can be present.

In one example, it can be assumed that the drive device 296 a drive shaft 298 includes a first end to the actuator 294 is coupled and different from the actuation chamber 292 through the bearing housing 286 , through the exhaust duct 282 extends and on the bearing housing 288 ends. As shown is the driveshaft 298 perpendicular to the directions of flow through the exhaust duct 282 arranged. A valve element of the flap or butterfly type 300 (generally an inner valve element 300 ) is on the drive shaft 298 inside the exhaust duct 282 arranged to flow the exhaust gas through the exhaust duct 282 based on the rotational position of the drive shaft 298 at least partially block, prevent, or enable, as discussed in more detail below. The exhaust duct 282 may be circular or semicircular in cross section and generally cylindrical along a length, and the inner valve element 300 can have a complementary shape to the exhaust duct 282 and other cooperating elements discussed below.

The drive device 296 also includes a drive gear (or cam) 302 mounted on the drive shaft 298 is mounted within the actuation chamber and an interaction of the drive device 296 with other actuators, as discussed in more detail. Additionally includes the drive device 296 a return spring 304 that are inside the actuation chamber 292 is arranged, wherein a first end of the return spring 304 with the drive shaft 298 is coupled and a second end to the valve housing manifold 280 (or another stationary element) is coupled.

As described in more detail below, the actuator 294 be controlled to the drive shaft 298 drive from a starting position in at least a first direction to drive the drive gear 302 and the inner valve element 300 repositioning, eliminating the drive return spring 304 is biased; and upon release of the force from the actuator 294 the drive return spring 304 the drive shaft 298 forcing in the second direction, including back to the starting position.

The throttle 172 further includes a coupling device 306 with a coupling body 308 . The coupling body 308 has a first section 310 on, which is inside the actuation chamber 292 is arranged to move through the first bearing housing 286 extends and in the exhaust duct 282 ends. The coupling body 308 has a second section 312 on, which is inside the exhaust duct 282 is arranged and in the second bearing housing 288 ends. In general, and as described in greater detail below, the first and second coupling body portions are 310 , 312 hollow and surround portions of the drive shaft 298 . A valve element of the flap or butterfly type 314 (generally the outer valve element 314 ) is on the coupling body 308 inside the exhaust duct 282 assembled. In particular, there is a first side of the outer valve element 314 on the first section 310 of the coupling body 308 mounted, and a second side of the outer valve element 314 is on the second section 312 of the coupling body 308 assembled.

As also discussed in more detail below, the coupling device includes 306 a first clutch gear 316 and a second clutch gear 318 ( 10A-10C ) on an inner surface within the coupling body 308 in the actuation chamber 292 are arranged in position to match the drive gear 302 the drive device 296 to work together. A return spring 320 can be inside the actuation chamber 292 be arranged, with a first end connected to the coupling body 308 is coupled and a second end to the housing distributor 280 is coupled. Although in 8th not shown, includes the coupling device 306 also a clutch stop 322 ( 10A-10C ) on an outer circumference of the drive shaft 298 that with a housing stop 324 ( 10A-10D ) interacts. As described in more detail below, the coupling body 308 from the actuator 294 via the drive shaft 298 driven from an initial position in at least a first direction to the outer valve element 314 to reposition, reducing the return spring 320 is biased; and upon release of the force from the actuator 294 presses the clutch return spring 320 the coupling body 308 in the second direction, including back to the starting position.

The exhaust throttle 172 includes bearings or bushings 326 , 328 , 330 , 332 inside the valve body manifold 280 are arranged to the drive device 296 and the coupling device 306 to support. The sockets 326 , 328 , 330 , 332 can take any suitable form. In particular, coupling device sockets are 326 inside the first bearing housing 286 arranged to the first section 310 of the coupling body 308 to support. The first drive device sockets 328 are within the second bearing housing 288 arranged around one end of the drive shaft 298 to support. The second and third drive device receptacles 330 , 332 are between the drive shaft 298 and the coupling body sections 310 , 312 arranged to a relative Movement of the inner valve element 300 and the outer valve element 314 to support. Various lip seals 334 , 336 and piston rings 338 , 340 can be provided to one or more sections of the exhaust throttle 172 to seal.

In some examples, one or more coolant channels 342 inside the throttle 172 be arranged, in particular within the valve housing distributor 280 the throttle 172 . In the example shown, there are coolant channels 342 in the valve housing manifold 280 near the exhaust duct 282 provided to the throttle 172 keep at an acceptable temperature.

The exhaust duct 282 may be circular or semicircular in cross-section and generally cylindrical along a length, and the outer valve element 314 can have a complementary shape to the exhaust duct 282 have, so that in an initial position the outer valve element 314 the gas flow through the channel 282 at least partially blocked or prevented, and can be pivoted to other positions that leave a gap between the outer valve element 314 and the canal wall 284 generate so that gas passes through the duct 282 can flow.

How best by 8th shown is the outer valve element 314 annular with an inner opening that forms the inner valve element 300 surrounds. In other words, is the inner valve element 300 inside the outer valve element 314 arranged. As described in more detail below, the inner and outer valve elements 300 , 314 Starting positions in which the valve elements 300 , 314 are aligned in the same plane. The valve elements work in these starting positions 300 , 314 together to collectively effectively the entire cross-sectional area of the exhaust duct 282 to span the exhaust gas flow through the second exhaust pipe 170 to block or essentially prevent ( 2 ). In addition, the inner and outer valve elements 300 , 314 on respective waves 298 or bodies 308 arranged so that they pivot about a common axis, at least partially independently of each other. In particular, and as discussed in greater detail below, the inner valve element 300 relative to the outer valve element 314 be pivoted to the exhaust duct 282 partially open, and then the outer valve element 314 relative to the canal walls 284 be pivoted to the exhaust duct 282 to open further.

The operation of the throttle 172 is by the views of the 9A-9C and 10A-10C shown in the different states. The views of the 9A-9C are cross-sectional views of the bypass EGR passage 186 to set different relative positions of the inner and outer valve elements 300 , 314 through the line 9-9 in 7th to represent. The views of the 10A-10C are cross-sectional views through line 10-10 in 7th to aspects of the propulsion device 296 and the coupling device 306 represent the respective positions of the valve elements 300 , 314 from 9A-9C correspond. The views of the 10A-10C show in particular the drive shaft 298 and the drive gear 302 that are inside the coupling body 308 relative to the first and second clutch gears 316 , 318 are arranged, as well as the coupling stop 322 relative to the housing stop 324 .

As noted above, the throttle can 172 Commanded into one or more states to control the relative flow through the exhaust duct 282 (and thus through the exhaust pipe 170 ) to control. As described in more detail below, the views correspond to FIG 9A and 10A generally the first state; the views of the 9B and 10B generally correspond to the second state; and the views of the 9C and 10C generally correspond to the third state.

Referring first to the 9A and 10A , which represent the first state, are the drive device 296 and the coupling device 306 in initial or closed positions in which the inner and outer valve elements 300 , 314 the exhaust duct 282 conclude. Any of the starting positions of the valve elements 300 , 314 from 9A can be viewed as an angle of 0 °.

In the first state, the actuator is exercising 294 no torque on the drive device 296 or the coupling device 306 off so the return springs 304 , 320 ( 8th ) the devices 296 , 306 hold in the starting positions. In this starting position, as in 9A shown, the outer valve element lies 314 generally on the inner surface of the duct wall 284 of the exhaust duct 282 on and the inner valve element 300 is planar with the outer valve element 314 to block or prevent recirculated gas from passing through the duct 282 to stream. As in 10A shown is the starting position of the drive shaft 298 the drive device 296 so that the drive gear 302 on the first clutch gear 316 is present. The clutch stop is the same 322 from the housing stop 324 spaced.

Now referring to the 9B and 10B representing the second state becomes the driving device 296 by the actuator 294 driven in a first direction (e.g. clockwise) to a section of the exhaust duct 282 partially open by the inner valve element 300 out of plane with the outer valve element 314 is pivoted to create a space therebetween to allow exhaust gas flow. The outer valve element remains in this state 314 "Closed" or is otherwise generally on the canal wall 284 at. For example, is the inner valve element 300 open to about 20 °, while the outer valve element 314 remains at about 0 °. This process is also in 10B shown in which the actuator 294 ( 8th ) the drive shaft 298 and the associated drive gear 302 has pivoted in the first direction so that the drive gear 302 from the first clutch gear 316 is separated and the second clutch gear 318 approaching. The special view of 10B represents how the drive gear 302 just starting into the second clutch gear 318 to intervene. When the drive gear 302 is in an intermediate position, between the in 10A and 10B shown drives the drive gear 302 the clutch gears 316 , 318 does not engage or otherwise act with them, so that the drive device 296 the coupling device 306 does not propel or otherwise interact with it. Thus, the inner valve element 300 in these positions can be manipulated to the exhaust duct 282 partially open while the outer valve element 314 is held in this starting position. In other words, defines the circumferential distance between the first and second clutch gears 316 , 318 and the thickness of the drive gear 302 the extent to which the inner valve element is 300 opens while the outer valve element 314 remains in the starting position.

Now referring to views of the 9C and 10C in the third state when the actuator 294 ( 8th ) continues (relative to the second state) the drive device 296 to pivot in the first direction, with the drive gear 302 on the drive shaft 298 into the second clutch gear 318 on the coupling device 306 engages to the coupling device 306 to drive in the first direction. As in the views of the 9C and IOC shown when the coupling device 306 by the drive device 296 is driven, the coupling device pivots 306 in the direction with the drive device 296 so that the inner valve element 300 and the primary valve element 314 can also be pivoted in the first direction. As in particular in 9C shown, this process serves to remove the outer valve element 314 to open by the outer valve element 314 from the canal wall 284 is pivoted away so that exhaust gas between the outer valve element 314 and the canal wall 284 as well as between the inner and outer valve elements 300 , 314 can pass through.

The valve elements 300 , 314 can through the actuator 294 operated on the basis of commands from the controller 110 ( 1 ) according to any suitable schedule or model, taking into account one or more parameters including engine speed, temperature, pressure and the like. In particular, the operation of the throttle valve 172 as a procedure executed by the controller 110 ( 1 ) is performed. In one example, when the engine is idling, the valve will open 172 commanded to be closed or relatively closed to create an engine pressure drop to the exhaust temperature for the downstream exhaust treatment system 174 to increase ( 2 ). When the engine 120 ( 2 ) is at full load, the throttle will be 172 ordered to be fully open as the restriction may result in a loss of fuel efficiency. As a result, it is advantageous to use the entire channel 282 as large as possible to reduce pressure drop. In a typical oversized valve and channel combination, however, the leakage rate can be relatively high without the double valve elements (e.g., without the smaller inner valve element). In the present embodiment, the smaller inner valve element 300 can be manipulated to allow a lesser amount of exhaust gas flow at relatively lower engine speeds and light loads without tampering with the larger outer valve element 314 under these conditions is required while still using the larger outer valve element 314 at the higher operating conditions for improved fuel efficiency. Thus, the present embodiment enables a lower leak rate over a greater range of operating conditions while maintaining a larger passage for improved fuel efficiency.

Accordingly, embodiments discussed herein provide dual element engine gas valves for vehicle propulsion systems, including EGR manifold valves and gas throttles. The embodiments discussed above provide such valves that operate dual valve elements with a single actuator, thereby offering a significant reduction in space, complexity, and cost compared to other designs. Additionally, the examples described above can enable the engine to operate at elevated temperatures for improved fuel efficiency, even while maintaining or reducing emissions levels of pollutants. In general, the above embodiments provide exemplary configurations and arrangements of propulsion system and / or engine configurations ready. However, the above description applies generally to any type of engine and / or vehicle system.

According to a person skilled in the art, certain aspects of the disclosed subject matter can be implemented as a method, system (e.g. a work vehicle control system contained in a work vehicle) or a computer program product. Accordingly, certain embodiments can be implemented entirely in hardware, entirely in software (including firmware, resident software, microcode, etc.), or a combination of software and hardware (and other) features. In addition, certain embodiments can be executed in the form of a computer program on a computer-compatible storage medium with a computer-compatible program code in the medium.

Embodiments of the present disclosure may be described herein as functional and / or logical block components and various processing steps. It should be noted that such block components can be constructed from any number of hardware, software, and / or firmware components that are configured to perform the required functions. For example, an embodiment of the present disclosure of a system or component may employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, tables of values, or the like, that can perform multiple functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will recognize that the embodiments of the present disclosure may be used in conjunction with any number of systems, and that the work vehicles and the control systems and methods described herein are merely exemplary embodiments of the present disclosure.

For the sake of brevity, conventional techniques relating to the operation, control, and other functional aspects of the systems (and the individual controls of the systems) may not be described in detail herein. Furthermore, the connecting lines shown in the various figures are intended to depict exemplary functional relationships and / or physical connections between the various elements. It should be noted that there may be many alternative or additional functional relationships or physical connections in an embodiment of the present disclosure.

Conventional techniques in connection with signal processing, data transmission, signaling, control and other functional aspects of the systems (and the individual operating elements of the systems) cannot be described in detail here for the sake of brevity. Furthermore, the connecting lines shown in the various figures are intended to depict exemplary functional relationships and / or physical connections between the various elements. It should be noted that there may be many alternative or additional functional relationships or physical connections in an embodiment of the present disclosure.

The terminology used herein is used only to describe certain exemplary embodiments and is in no way intended to be limiting. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly precludes it. It is further understood that the terms “comprises” and / or “comprising” when used in this specification indicate the presence of specified features, integers, steps, operations, elements and / or components, but not the presence or addition of one or one or more other features, integers, steps, operations, elements, components and / or groups thereof.

• 1. Ein Motorgasventil, umfassend: einen Ventilgehäuseverteiler mit mindestens einem Strömungskanal, der durch eine Kanalwand definiert ist; einen ringförmigen Kupplungskörper, der mindestens teilweise innerhalb des Ventilgehäuseverteilers angeordnet ist, wobei der Kupplungskörper eine Innenumfangsfläche mit mindestens einem ersten Kupplungszahnrad und einem zweiten Kupplungszahnrad aufweist, die sich radial von der Innenumfangsfläche erstrecken; eine Antriebswelle, die mindestens teilweise innerhalb des Ventilgehäuseverteilers angeordnet ist, so dass mindestens ein Abschnitt der Antriebswelle konzentrisch innerhalb des Kupplungskörpers positioniert ist, wobei die Antriebswelle mindestens ein Antriebszahnrad beinhaltet, das innerhalb des Kupplungskörpers zwischen dem ersten Kupplungszahn und dem zweiten Kupplungszahn positioniert ist; ein erstes Ventilelement, das auf der Antriebswelle gelagert ist, um sich mit der Antriebswelle innerhalb des mindestens einen Strömungskanals zu drehen; ein zweites Ventilelement, das auf dem Kupplungskörper gelagert ist, um sich mit dem Kupplungskörper innerhalb des mindestens einen Strömungskanals zu drehen; und ein Stellglied, das mit der Antriebswelle gekoppelt ist, um die Antriebswelle zwischen mindestens einem ersten Zustand, in dem das erste Ventilelement und das zweite Ventilelement geschlossen sind, einem zweiten Zustand, in dem das erste Ventilelement offen ist und das zweite Ventilelement geschlossen ist, und einem dritten Zustand, in dem das erste Ventilelement und das zweite Ventilelement offen sind, zu schwenken, wobei in dem ersten Zustand die Antriebswelle derart positioniert ist, dass das mindestens eine Antriebszahnrad an dem ersten Kupplungszahnrad anliegt; wobei in dem zweiten Zustand die Antriebswelle so positioniert ist, dass das mindestens eine Antriebszahnrad von dem ersten Kupplungszahnrad des Kupplungskörpers getrennt ist und sich in Umfangsrichtung zwischen dem ersten Kupplungszahnrad und dem zweiten Kupplungszahnrad des Kupplungskörpers befindet; und wobei in dem dritten Zustand die Antriebswelle so positioniert ist, dass das mindestens eine Antriebszahnrad an dem zweiten Kupplungszahnrad anliegt und dieses antreibt, um den Kupplungskörper zu schwenken.
• 2. Das Motorgasventil nach Beispiel 1, wobei der mindestens eine Strömungskanal einen ersten Strömungskanal und einen zweiten Strömungskanal beinhaltet, wobei das erste Ventilelement innerhalb des ersten Strömungskanals positioniert ist und das zweite Ventilelement innerhalb des zweiten Strömungskanals positioniert ist.
• 3. Das Motorgasventil nach Beispiel 2, wobei der Ventilgehäuseverteiler ferner eine Betätigungskammer definiert, die das Stellglied zumindest teilweise aufnimmt.
• 4. Das Motorgasventil nach Beispiel 3, wobei der zweite Strömungskanal in einer seitlichen Ausrichtung zwischen der Betätigungskammer und dem ersten Strömungskanal positioniert ist.
• 5. Das Motorgasventil nach Beispiel 4, wobei sich die Antriebswelle von der Betätigungskammer durch den zweiten Strömungskanal und in den ersten Strömungskanal erstreckt, um das erste Ventilelement innerhalb des ersten Strömungskanals zu positionieren.
• 6. Das Motorgasventil nach Beispiel 5, wobei sich der Kupplungskörper von der Betätigungskammer in den zweiten Strömungskanal erstreckt, um das zweite Ventilelement innerhalb des ersten Strömungskanals zu positionieren.
• 7. Das Motorgasventil nach Beispiel 6, wobei bei einem ersten Übergang von dem ersten Zustand in den zweiten Zustand die Antriebswelle durch das Stellglied geschwenkt wird, so dass das erste Ventilelement, das an der Antriebswelle montiert ist, in einen ersten Winkel geschwenkt wird, der den ersten Strömungskanal öffnet, und wobei bei einem zweiten Übergang von dem zweiten Zustand in den dritten Zustand die Antriebswelle durch das Stellglied geschwenkt wird und das mindestens eine Antriebszahnrad der Antriebswelle den Kupplungskörper über das zweiten Kupplungszahnrad antreibt, um den Kupplungskörper zu schwenken, so dass das zweite Ventilelement, das an dem Kupplungskörper montiert ist, in einen zweiten Winkel geschwenkt wird, der den zweiten Strömungskanal öffnet.
• 8. Das Motorgasventil nach Beispiel 7, wobei das mindestens eine Antriebszahnrad, das erste Kupplungszahnrad und das zweite Kupplungszahnrad innerhalb der Betätigungskammer untergebracht sind.
• 9. Das Motorgasventil nach Beispiel 1, ferner umfassend mindestens eine Rückstellfeder, die eine erste Rückstellfeder beinhaltet, die mit der Antriebswelle gekoppelt ist, so dass die erste Rückstellfeder bei Deaktivierung des Stellglieds in dem zweiten Zustand oder in dem dritten Zustand die Antriebswelle in den ersten Zustand vorspannt.
• 10. Das Motorgasventil nach Beispiel 9, wobei die mindestens eine Rückstellfeder ferner eine zweite Rückstellfeder beinhaltet, die mit dem Kupplungskörper gekoppelt ist, so dass die zweite Rückstellfeder bei Deaktivierung des Stellglieds in dem zweiten Zustand oder in dem dritten Zustand den Kupplungskörper in den ersten Zustand vorspannt.
• 11. Das Motorgasventil nach Beispiel 1, wobei die Kanalwand mit einer Krümmung ausgebildet ist, so dass, wenn sich die Antriebswelle dreht und das erste Ventilelement innerhalb des mindestens einen Strömungskanals in den zweiten Zustand oder in den dritten Zustand schwenkt, ein Strömungspfad zwischen dem ersten Ventilelement und der Kanalwand mit einer konstanten Fläche aufrechterhalten wird.
• 12. Das Motorgasventil nach Beispiel 1, ferner umfassend einen Verschlussflansch, der an der Durchgangswand angeordnet ist, wobei das Stellglied ferner konfiguriert ist, um die Antriebswelle in einen vierten Zustand zu schwenken, in dem die Antriebswelle so positioniert ist, dass das mindestens eine Antriebszahnrad an dem zweiten Kupplungszahnrad anliegt und dieses antreibt, um den Kupplungskörper in eine Position zu schwenken, in der das erste Ventilelement an dem Verschlussflansch anliegt.
• 13. Das Motorgasventil nach Beispiel 1, wobei der mindestens eine Strömungskanal ein einzelner Strömungskanal ist.
• 14. Das Motorgasventil nach Beispiel 13, wobei das erste Ventilelement innerhalb des zweiten Ventilelements angeordnet ist.
• 15. Das Motorgasventil nach Beispiel 14, wobei der Ventilgehäuseverteiler ferner eine Betätigungskammer definiert, die das Stellglied zumindest teilweise aufnimmt, wobei sich die Antriebswelle von der Betätigungskammer und durch den einzelnen Strömungskanal erstreckt, um das erste Ventilelement innerhalb des einzelnen Strömungskanals zu positionieren, und wobei der Kupplungskörper einen ersten Kupplungskörperabschnitt auf einer ersten Seite des einzelnen Strömungskanals und einen zweiten Kupplungskörperabschnitt auf einer zweiten Seite des einzelnen Strömungskanals beinhaltet, um das zweite Ventilelement innerhalb des einzelnen Strömungskanals zu positionieren.

The following examples are also provided, numbered for ease of reference.

• An engine gas valve comprising: a valve housing manifold having at least one flow passage defined by a passage wall; an annular clutch body disposed at least partially within the valve housing manifold, the clutch body having an inner peripheral surface with at least a first clutch gear and a second clutch gear extending radially from the inner peripheral surface; a drive shaft disposed at least partially within the valve housing manifold such that at least a portion of the drive shaft is positioned concentrically within the clutch body, the drive shaft including at least one drive gear positioned within the clutch body between the first clutch tooth and the second clutch tooth; a first valve element supported on the drive shaft for rotating with the drive shaft within the at least one flow channel; a second valve element which is mounted on the coupling body to be with the To rotate the coupling body within the at least one flow channel; and an actuator coupled to the drive shaft to move the drive shaft between at least a first state in which the first valve element and the second valve element are closed, a second state in which the first valve element is open and the second valve element is closed, and to pivot a third state in which the first valve element and the second valve element are open, wherein in the first state the drive shaft is positioned such that the at least one drive gear rests against the first clutch gear; wherein in the second state the drive shaft is positioned such that the at least one drive gear is separated from the first clutch gear of the clutch body and is located in the circumferential direction between the first clutch gear and the second clutch gear of the clutch body; and wherein in the third state the drive shaft is positioned such that the at least one drive gear rests against the second clutch gear and drives it to pivot the clutch body.
• 2. The engine gas valve of Example 1, wherein the at least one flow channel includes a first flow channel and a second flow channel, the first valve element positioned within the first flow channel and the second valve element positioned within the second flow channel.
• 3. The engine gas valve of Example 2, wherein the valve housing manifold further defines an actuation chamber that at least partially houses the actuator.
• 4. The engine gas valve of Example 3, wherein the second flow channel is positioned in a lateral orientation between the actuation chamber and the first flow channel.
• 5. The engine gas valve of Example 4, wherein the drive shaft extends from the actuation chamber through the second flow channel and into the first flow channel to position the first valve element within the first flow channel.
• 6. The engine gas valve of Example 5, wherein the coupling body extends from the actuation chamber into the second flow channel to position the second valve element within the first flow channel.
• 7. The engine gas valve according to Example 6, wherein in a first transition from the first state to the second state, the drive shaft is pivoted by the actuator so that the first valve element, which is mounted on the drive shaft, is pivoted to a first angle which opens the first flow channel, and with a second transition from the second state to the third state, the drive shaft is pivoted by the actuator and the at least one drive gear of the drive shaft drives the coupling body via the second coupling gear to pivot the coupling body, so that the second valve element, which is mounted on the coupling body, is pivoted to a second angle which opens the second flow channel.
• 8. The engine gas valve of Example 7, wherein the at least one drive gear, the first clutch gear, and the second clutch gear are housed within the actuation chamber.
• 9. The engine gas valve according to example 1, further comprising at least one return spring, which includes a first return spring which is coupled to the drive shaft, so that the first return spring when the actuator is deactivated in the second state or in the third state, the drive shaft in the first State preloaded.
• 10. The engine gas valve according to example 9, wherein the at least one return spring further includes a second return spring, which is coupled to the clutch body, so that the second return spring when the actuator is deactivated in the second state or in the third state, the clutch body in the first state pretensioned.
• 11. The engine gas valve of Example 1, wherein the duct wall is formed with a curvature so that when the drive shaft rotates and the first valve element pivots within the at least one flow duct in the second state or in the third state, a flow path between the first Valve element and the channel wall is maintained with a constant area.
• 12. The engine gas valve of Example 1, further comprising a closure flange disposed on the passage wall, wherein the actuator is further configured to pivot the drive shaft to a fourth state in which the drive shaft is positioned with the at least one drive gear rests against the second clutch gear and drives it to pivot the clutch body into a position in which the first valve element rests against the closure flange.
• 13. The engine gas valve of Example 1, wherein the at least one flow channel is a single flow channel.
• 14. The engine gas valve of Example 13, wherein the first valve element is disposed within the second valve element.
• 15. The engine gas valve of Example 14, wherein the valve housing manifold further defines an actuation chamber that at least partially receives the actuator, the drive shaft extending from the actuation chamber and through the single flow channel to position the first valve element within the single flow channel, and wherein the coupling body includes a first coupling body portion on a first side of the single flow channel and a second coupling body portion on a second side of the single flow channel for positioning the second valve element within the single flow channel.

The description of the present disclosure has been presented for purposes of illustration and description, but is not intended to be exhaustive or limited to the disclosure in the form disclosed. Many modifications and variations will become apparent to those skilled in the art without departing from the scope and spirit of the disclosure. The embodiments expressly cited herein were chosen and described in order to best explain the principles of the disclosure and its practical application, and to enable others of ordinary skill in the art to understand the disclosure and to perceive many alternatives, changes, and variances from the examples described. Accordingly, various embodiments and implementations than those specifically described are within the scope of the following claims.

Claims (15)

An engine gas valve (152, 172) comprising: a valve housing manifold (180, 280) having at least one flow channel (182, 186, 282) defined by a channel wall (184, 188, 284); an annular coupling body (220, 308) which is at least partially arranged within the valve housing manifold (180, 280), the coupling body (220, 308) having an inner peripheral surface with at least a first coupling gear (224, 316) and a second coupling gear (226 , 318) extending radially from the inner peripheral surface; a drive shaft (204, 298) which is at least partially arranged within the valve housing manifold (180, 280) so that at least a portion of the drive shaft (204, 298) is positioned concentrically within the coupling body (220, 308), wherein the drive shaft ( 204, 298) includes at least one drive gear (208, 302) positioned within the clutch body (220, 308) between the first clutch gear (224, 316) and the second clutch gear (226, 318); a first valve element (206, 300) supported on the drive shaft (204, 298) for rotating with the drive shaft (204, 298) within the at least one flow channel (186, 282); a second valve element (222, 314) mounted on the coupling body (220, 308) for rotating with the coupling body (220, 308) within the at least one flow channel (182, 282); and an actuator (200, 294), which is coupled to the drive shaft (204, 298), to move the drive shaft (204, 298) between at least a first state in which the first valve element (206, 300) and the second valve element (222 , 314) are closed, a second state in which the first valve element (206, 300) is open and the second valve element (222, 314) is closed, and a third state in which the first valve element (206, 300) and the second valve element (222, 314) are open to pivot, wherein in the first state the drive shaft (204, 298) is positioned such that the at least one drive gear (208, 302) rests on the first clutch gear (224, 316) ; wherein the drive shaft (204, 298) in the second state is positioned such that the at least one drive gear (208, 302) is separated from the first clutch gear (224, 316) of the clutch body (220, 308) and extends in the circumferential direction between the first clutch gear (224, 316) and the second clutch gear (226, 318) of the clutch body (220, 308) is located; and wherein the drive shaft (204, 298) is positioned in the third state such that the at least one drive gear (208, 302) rests against the second clutch gear (226, 318) and drives it to pivot the clutch body (220, 308) . Engine gas valve (152) Claim 1 wherein the at least one flow channel (182, 186) includes a first flow channel (186) and a second flow channel (182), wherein the first valve element (206) is positioned within the first flow channel (186) and the second valve element (222) is positioned within of the second flow channel (182) is positioned. Engine gas valve (152) Claim 2 wherein the valve housing manifold (180) further defines an actuation chamber (198) that at least partially receives the actuator (200). Engine gas valve (152) Claim 3 wherein, in a lateral orientation, the second flow channel (182) is positioned between the actuation chamber (198) and the first flow channel (186). Engine gas valve (152) Claim 4 , wherein the drive shaft (204) from the Actuation chamber (198), extending through the second flow channel (182) and into the first flow channel (186) to position the first valve element (206) within the first flow channel (186). Engine gas valve (152) Claim 5 wherein the coupling body (220) extends from the actuation chamber (198) into the second flow channel (182) to position the second valve element (222) within the first flow channel (186). Engine gas valve (152) Claim 6 , wherein during a first transition from the first state to the second state, the drive shaft (204) is pivoted by the actuator (200) in such a way that the first valve element (206) attached to the drive shaft (204) is pivoted into a first angle, which opens the first flow channel (186), and wherein in a second transition from the second state to the third state, the drive shaft (204) is pivoted by the actuator (200) and the at least one drive gear (208) of the drive shaft (204) Coupling body (220) drives via the second clutch gear (226) in order to pivot the coupling body (220) in such a way that the second valve element (222) attached to the coupling body (220) is pivoted into a second angle which defines the second flow channel (182 ) opens. Engine gas valve (152) Claim 7 wherein the at least one drive gear (208), the first clutch gear (224) and the second clutch gear (226) are housed within the actuation chamber (198). Motor gas valve (152, 172) according to one of the Claims 1 until 8th , further comprising at least one return spring (210, 232, 304, 320) including a first return spring (210, 304) coupled to the drive shaft (204, 298) so that the first return spring (210, 304) at Deactivation of the actuator (200, 294) in the second state or in the third state, the drive shaft (204, 298) is preloaded into the first state. Engine gas valve (152, 172) Claim 9 , wherein the at least one return spring (210, 232, 304, 320) further includes a second return spring (232, 320) which is coupled to the coupling body (220, 308), so that the second return spring (232, 320) when deactivated of the actuator (200, 294) in the second state or in the third state biases the coupling body (220, 308) into the first state. Motor gas valve (152) according to one of the Claims 1 until 10 wherein the channel wall (188) is formed with a curvature so that when the drive shaft (204) rotates and the first valve element (206) pivots within the at least one flow channel (188) into the second state or into the third state, maintaining a constant area flow path between the first valve element (206) and the channel wall (188). Motor gas valve (152) according to one of the Claims 1 until 11 further comprising a closure flange (272) disposed on the duct wall (188), wherein the actuator (200) is further configured to pivot the drive shaft (204) to a fourth state in which the drive shaft (204) so is positioned so that the at least one drive gear (208) rests on the second coupling gear (226) and drives it to pivot the coupling body (220) into a position in which the first valve element (206) rests on the closure flange (272) . Motor gas valve (172) according to one of the Claims 1 until 12th wherein the at least one flow channel (284) is a single flow channel. Engine gas valve (172) Claim 13 wherein the first valve element (300) is arranged within the second valve element (314). Engine gas valve (172) Claim 14 wherein the valve housing manifold (280) further defines an actuation chamber that at least partially receives the actuator (294), the drive shaft (298) extending from the actuation chamber (292) and through the single flow channel to the first valve element (300) within of the single flow channel (284), and wherein the coupling body (308) comprises a first coupling body portion (310) on a first side of the single flow channel and a second coupling body portion (312) on a second side of the single flow channel to provide the second valve element ( 314) to be positioned within the individual flow channel (284).

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